Internal-combustion engine.



W. WOODWARD. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 4, 1912.

Patented Janfis, 1914.

WILLIAM WOODWARD, OF CHICAGO, ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Jan. 13, 1914.

Application filed November 4, 1912. Serial No. 729,332.

To all 10720722 it may concern Be it known that I, WILLIAM \Voonwann, a citizen of the United States, and a resident of the city of Chicago,,county of Cook, and State of Illinois, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

My invention relates to internal combustion engines and particularly to the class of such engines which are provided with sleeves for cont-rolling the intake and exhaust ports of the engine.

The object of this improvement is to provide a device of this character which will be simple in construction and efficient in its operat-io-n.

Other objects will appear hereinafter.

The invention consists in the combinations and arrangements of parts hereinafter described and claimed.

The invention will be best understood by reference to the accompanying drawings forming a part of this specification, and in which the figure is a vertical central section of a combustion engine embodying my invention.

The preferred form of construction as illustrated in the drawing comprises a cylinder 4 having a plate 5 at its lower end and housings 6, one of which is shown at the juncture between said plate and its lower portion. Plate 5 is secured to crank case 7 and journaled in the latter is a crank shaft 8 in any usual or preferred manner. Mounted for reciprocal movement in the cylinder is a piston 9 and the latter operatively connected with the crank shaft 8 by means of a connecting rod 10. The connection between piston 9 and crank shaft 8 is of conventional construction, A water jacket 11 is provided around the cylinder for cooling the same and a spark plug 12 provided at the top of said cylinder to perform the usual.

function of a spark plug.

The cylinder 4 is provided with an intake port 13 and an exhaust port 14 situated near its top side and in diametrically opposite positions, substantially as indicated. The cylinder is provided with semi-tubular sleeve sections 15 and 16 which have perforations 17 near their top edges which are adapted to come into registration with the exhaust and intake ports of the cylinders. Each of the semi-tubular sleeve sect-ions is provided with actuating stud shafts 18 by which they are moved longitudinally in the cylinders. Such semi-tubular sleeve sections are disposed between the cylinder head 9 and the inside of the cylinders 4.

A cam shaft 19 is journaled longitudinally in the crank case 7 and connected with the crank shaft 8 by means of a train of gears 7 20 to turn therewith in a ratio of two turns of the crank shaft to one of the cam shaft, as is the usual custom. Circular cams 21 are secured on the cam shaft eccentrically and one cam for each of the se1ni-tubular sleeve sections 15 and 16. Bea-ring members 22 are secured to the under side of the plates 5 and fulcrumed on such bearing members are levers 23 each having bifurcated ends 24 adapted to engage one of the cams 21. Each of said levers 23 is connect-ed with one of the studshafts 18 on a semi-tubular sleeve sec tion 15 or 16 by means of a connecting rod 25 to impart motion thereto. The upper end of the connecting link 25 moves in the housing 6 as clearly indicated.

In operation the cams 21 on the cam shaft 19 operate levers 23 to move the semi-tubular sleeve sections longitudinally in the cylinder 4 to automatically control the intake and exhaust ports of the engine and such cams are timed so that the intake and exhaust ports in the cylinder 4 will be operated in the proper manner for the operation of the engine.

From the construction set forth it will be observed that the cams 21 in passing around cam shaft 19 are moved relatively toward and away from the pivotal points of levers 28 and hence automatically and gradually vary the speed of said levers during each stroke thereof. The crank shaft 8 and cam shaft 19 are designed to rotate in clockwise directions as positioned in the figure, hence the sleeves 15 and 16 will be moved at gradually increasing speeds during their downward strokes or movements.

While I have illustrated and described the preferred form of construction for carrying my invention into eifect, this is capable of variation and modification without departing from the spirit of the invention. I, therefore, do not wish to be limited to the precise details of construction set forth, butdesire to avail myself of such variations and modifications as come within the scope of the appended claims.

Having described my invention What I claim as new and desire to secure by Letters Patent is:

1. In combination, an engine cylinder; intake and exhaust port controlling sleeve sections reciprocally mounted in said cylinder; a piston in said cylinder; a crank shaft operatively connected with said piston; a cam shaft operatively connected with said crank shaft; cams on said cam shaft; and levers, each operatively connected with one of said sleeve sections and engaging one of said cams, the effective length of said levers Varying during each oscillation thereof, substantially as described.

2. In combination, a casing; an engine cylinder carried by said casing; intake and exhaust port controlling sleeve sections reciprocally mounted in said cylinder; a pis ton in said cylinder; a crank shaft in said casing and operatively connected With said piston; a cam shaft operatively connected with said crank shaft; levers pivoted to said casing, each lever having a bifurcated arm in sliding connection with said cam shaft;

and a connecting link connecting the other arm of each lever with one of said sleeve sections, substantially as described.

3. In combination, an engine cylinder; intake and exhaust port controlling sleeve sections reciprocally mounted in said cylinder; a piston in said cylinder; a crank shaft operatively connected with said piston; a cam shaft operatively connected with said crank shaft; circular cams disposed eccentrically on said cam shaft; and levers, each operatively connected at one end with one of said sleeve sect-ions and bifurcatedv at its other end, said bifurcated portions thereof engaging diametrically opposite points of the pe riphery of one of said cams, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

lVILLIAM VVOODXVARD.

WVitnesses:

THOMAS V. COLSON, J OSHUA R. H. Porrs.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patent:

Washington, D. 0. 

